Not really what one would call a NASCAR fan, but I have kept up with NASCAR news this week. So
in honor of Jem, who is enjoying the thrills of Daytona…my NASCAR post
It’s been an interesting week in preDaytona qualifying. Penalties have been issued left and right. Some say NASCAR is going over the top others say they aren’t going far enough. I read a story today discussing the punishments being handed out and referred to the sport as one where cheating was common. I don’t think that is the case. I think teams push the limits and operate in the gray area, but it isn’t like steroid abuse in baseball. In NASCAR there is just more gray area to operate in. This years Daytona 500 has found several teams moving well into the red zone and NASCAR is not going to take it.
Larry McReynolds responds on FoxSports:
Larry McReynolds: In one part of my mind, I wondered why all three Evernham cars and the No. 17 car would risk penalties when they were locked in the race. The tweaks to their cars probably weren’t going to put them on the pole anyway. Was it really worth it? Gary Nelson, Cup competition director in the early 1990’s, used to tell me, “Larry, always remember to weigh the risk vs. the reward.”
While I question their actions, I pushed the envelope, clawed , fought and went after anything that I thought may make my race car a little bit better. Kenny Francis with the No. 9, Robbie Reiser with the No. 17, Rodney Childers with the No. 10 and Josh Browne with the No. 19 were doing their jobs, trying to make sure they dotted every “i” and crossed every “t” to make their cars as fast as they could in qualifying.
The No. 9 and No. 17 were trying to take air out from underneath the car through the oil tank boxlid as well as underneath the right rear wheel well. The No. 10 and the No. 19 had spoiler bolts open up, which tells me they were leaking air out from underneath the car, into the trunk. The air has to go somewhere, and they were getting it out through the spoiler bolts.
The goal for all four cars was the same, reducing the drag of the car by getting air out from underneath it. How much did it reduce the drag? I can’t say for sure, but these crews knew how much it reduced the drag in the wind tunnel. During testing at Daytona in January, they may have tried the configuration to see how much faster they were on the stopwatch.
The severity of the penalties was different because the infractions on the No. 9 and the No. 17 were found after qualifying, which is why their times were disallowed. Their crew chiefs received $50,000 and 50-point fines plus a four-week suspension. The No. 10 and the No. 19 only received $25,000 fines, 25-point deductions and two-week suspensions, but their time stood because their infractions were caught before qualifying, which means they didn’t qualify with those systems in place.
These teams can appeal. Francis and Ray Evernham won’t appeal because the No. 9 is already set at Daytona. These teams are so deep that it’s not the end of the world to lose a crew chief. If Francis and Robbie Reiser at Roush Racing had appealed their suspensions, they could have stayed on top of the pit box at Daytona. But if the National Stock Car Racing Commission upholds the four weeks after Daytona, Francis and Reiser would miss the fifth race, which is the first Car of Tomorrow race at Bristol.
With each penalty, NASCAR tries to set a precedent, especially at the beginning of the season and at a place where the equipment is so delicate. I hate to see any crew chief start the season on the bench, but they stepped across the line.
Now, onto the bigger subject: Michael Waltrip Racing.
Even a small change can make a big difference at a restrictor plate race. Not locked into the top 35 in points, this team had to qualify on time or race its way into the Daytona 500. NASCAR has a lot of rules and regulations, but they have zero tolerance for violations in three sacred areas: tires, tampering with fuel and big, cubic-inch engines.






